We have the challenge of benefiting from the billions invested in the tunnel. The tunnel should be converted into development efforts, economic benefits, employment and capital formation. Only when investments are linked to returns will confidence build in development efforts.
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There has been a 'break through' of one more tunnel in the country. Only on Friday, the 'break through' of the 1,126 meter long Siddhartha Tunnel under the Siddhartha Highway took place. Due to this tunnel, which is expected to be operational from November 2084, the locals of Palpa, Ruppandehi, Gulmi, Arghakhanchi, Syangja, Kaski, Baglung, Mustang and other areas of Lumbini and Gandaki provinces will be able to travel easily.
It is expected that there will be a reduction in the number of deaths, dismemberment or damage to material property due to frequent accidents mainly on that road section. The success of such tunnels, especially made to shorten roads, is linked to shorter and easier journeys.
In addition to the benefits to individual passengers, the state may also reap direct/indirect benefits. Recently, there is an increase in the belief that more benefits can be gained after the construction of the tunnels which are under construction or under study in various road sections are completed and put into operation.
The 'break through' of the tunnels built especially for the operation of hydropower projects continues to be regular. Similarly, Melamchi water supply project, additional Sunkoshi-Marin diversion multi-purpose project and Bheri-Babai multi-purpose diversion project tunnels were considered significant. From the Melamchi project, Sindhupalchok water has already started coming to Kathmandu.
However, systematic and modern tunnels were not built in connection with the road. It has also started gaining momentum. Out of the six tunnels on the Kathmandu-Tarai/Madhesh Expressway, Dhedre and Lendanda tunnels have already been 'break through'. About 10 km of the 70 km expressway will be a tunnel.
Nagadhunga-Sisne Khola Tunnel, which took place last May 3, and the 'break through' of the Siddhababa Tunnel, which took place on Friday, have received extra attention. Such a discussion is also natural as people from large geographical areas are directly and continuously benefited.
Whatever purpose a tunnel is built for, its main function is to make the distance shorter and straighter. The additional benefits derived from it are its co-products. The objectives and benefits of road tunnel construction are multifaceted. After frequent landslides and accidents started to increase, the idea of constructing the Siddha Baba Tunnel as an alternative was advanced.
Therefore, it can be expected that accidents will be reduced after this tunnel is put into operation. Overall, travel will be easier and faster because of the tunnel. Congestion due to winding and up-and-down roads will be removed. Due to the long distance and traffic jams, the long travel time and the inconvenience caused by it will also be solved due to the tunnel. As a
, the Sisne river is eight and a half kilometers from Balambu in Kathmandu until the Nagadhunga-Sisne river tunnel is put into operation. After the tunnel is put into operation, that distance will be only 2688 meters. The journey which could last for hours due to detours and traffic jams can now be completed in three minutes. At the same time, fuel consumption will also decrease.
The construction of the tunnel is a good topic. However, recently, the pressure of the accessors and the demand for the construction of the tunnel in Lahad has started to increase. Because of this, the number of tunnels kept in the budget has reached around two dozen. Many are also being studied. As it requires a large financial investment, the process for construction should be carried forward only after taking into consideration whether the investment in the tunnel is necessary or not, traffic volume and how many people are benefited.
Experts suggest that it is not advisable to build a tunnel on a road section where 10,000 vehicles pass daily. On the other hand, it is not advisable to prefer tunnels even on roads that are not very winding or have high accident risk. The cost of tunnel construction is also high. Generally, it is said that it will cost up to 3/4 billion rupees to make one km of tunnel.
is expensive to operate even after construction. After the Nagadhunga-Sisne river tunnel is put into operation, its operation cost alone is estimated to be around 40 million per year. Depending on the length of the tunnel, the cost of ventilation, lining, lighting, oxygen, safety measures, installation of fire extinguishers etc. also increases. After the
is operational, a team from security to electricity is required. Tunneling is also a topic related to environmental and geo-sensitivity. The plan of the tunnel should be carried out only keeping such issues in mind. In other words, the authorities of the state should be restrained in the matter of the tunnel.
Since the tunnel construction is planned with the aim of making road travel safer, it must itself be safe and reliable. The experience of tunnel construction in Nepal is new. Such schemes have not been tested in our geography. So we don't have detailed information about the extra precautions we have to take during its construction according to our geographical features.
Such topics will be informed in the future. On the other hand, we have the challenge of benefiting from the billions invested in the tunnel. The tunnel should be converted into development efforts, economic benefits, employment and capital formation. Only when investments are linked to returns will confidence build in development efforts.
